Steam-engine



5 Sheets-Sheet 1.

(No Model.)

B. O. POLE.

STEAM ENGINE.

No. 371,214. Patented Oct. 11, 1887.

N. Perms, Pholo-Liihagnphar. Wuhlnflnn. a a

(No Model.) 5 Sheets-Sheet 2.

' B. O. POLE.

5 Sheets-Sheet 3.

(No Model.)

B. ofPoLE.

STEAM ENGINE.

No. 371,214. Patented 001:. 11, 1887.

W III/8858 uphar, wnmmm n. c.

(No Model.) 5 Sheets-Sheet 4.

B. 0. POLE.

STEAM ENGINE.

No. 371,214. Patented Oct. 11, 1887.

lllmm l M i I llillu 2W5 ML N. PETERS. Pholn-Lilhcgrapher. waning. n. c.

5 Sheets-Sheet 5.

(No Model.)

B. O. POLE.

STEAM ENGINE.

No. s71,214. Patented 001;. 11, 1887.

r, WllNngion. D. C.

UNITED STATES PATENT OFFICE.

BENJAMIN O. POLE, OF CAMDEN, NEV JERSEY.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 371,214, dated October 11, 1887.

Application filed December 20, 1886. Serial No. 222,081.

To all whom it may concern.-

Be it known that 1, BENJAMIN O. POLE, an engineer, acitizen of the United States, residing at Camden, in the county of Camden and State of New Jersey, have invented certain new and useful Improvements in Steam-Engines; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to engines using steam or vapor to operate a cylinder and piston and gain a rotary motion, and the nature thereof is in constructing an engine upon one mainshaft, making that shalt support the engine, and at the same time be the moving shaft of the engine, to give out the power of the engine; furthermore, in construction of a system of steam or vapor valves, together with conveyers to supply this engine with steam, the system of valves to operate the cylinder, and an elastic stop-action to give direction for the revolution of the engine.

The invention consists in construction in and to the vaporconveyers, permitting the introduction of vapor from a stationary point, and the delivery of the exhaust to a similar stationary point, yet permitting the conveyers to revolve with the cylinder construction of the engine. These conveyers are provided with slide or rotating valves for governing the induction and eduction of the steam or vapor to the cylinder of the engine.

The invention also consists in a segmental shape cylinder. This cylinder is provided with regular valves capable of working any vapor, and the cylinder is provided with a piston and piston'rod ring having suitable packing; also,construction to connect this piston-rod ring with the other working parts of the machinery to carry out the object of the invention; also, in adapting a straight cylinder and piston with guides and connectingrod, to operate in such a manner as to carry out the objectof the invention, and in providing this mechanism with a stop-action to give the direction of the revolution of the engine either forward or backward.

. The invention also consists in counterbalancing the above set-forth cylinder system, or

(No model.)

in duplicating by another cylinder, causing the cylinders to counterbalance each other.

In all the figures the same letters refer to the-same parts.

By reference to the drawings, Figure 1 is a part sectional side elevation of my engine, showing the upper part of the supportingshaft of the engine in full lines and the upper part of the engine above the same in section. The parts of the engine that come below the shaftareshowninsideelevation. Fig.2isasectional side elevation of the engine on line x a: of Fig. 1, showing the segmental cylinder with its side plate removed; also,.each half of each cylinder-head removed, thereby showing the piston rod ring and piston in elevation and the connection of the crank-wheel in elevation;

also, the central supportfor the guide of the pistonrod ringin section, the main-shaft of the engine in section, one counterbalance weight in side elevation; also, the elastic stop of the engine in elevation and the bed-plate of the engine in section. Fig. 3 is a side elevation of the engine, looking from the position of letter A, and shows the carrier-stop fly-wheel that is the means of giving revolution to the fly-wheel on main shaft ofthe engine; also,the

. elastic stopaction'for giving direction for the revolution of the engine.- Fig.4 is a side elevation of the face of one of the steam-conveyers, as shown in Fig. 1, and shows the outside strap for holding the two faces of the steam conveyers together, shows the portopenings for the steam and exhaust, also the bolts at the side of the strap to enable its being placed on the 'steamconveyer in halves. Fig. 5 is a side elevation of the divided strap as set forth in Fig. 4 and is without the steamconveyer. Fig. 6 is a part sectional side elevation of the upper half of a steam-conveyer, showing the induction and eduction openings for the steam and exhaust, also part of the rounding space allowed for the main shaft of the engine to go through which carries or sup-, ports the steam -conveyer. Fig. 7 is a sectional side elevation of an equivalent steamconveyer which is provided with annular steam-conveying rings. (Shown in sectional elevation.) These rings are provided with stuffing-boxes and followers and bolts to hold the I same for the purpose of packing the steamrings. The carrying main shaft to the engine is shown though the center of the steam conveyer in elevation, and there is bolted on the outer end of the steam-conveyer and shown in section a rotating valve. This section is taken on line 2 z of Fig. 8. Fig. 8 is a cross section on line y y of Fig. 7, showing the steam divisions for the live steam and exhaust in the steam conveyer. Fig. 9 is a cross sectional elevation of the annular steam-conveying rings on line 10 w of Fig. 7,with the steamconveyer in dottedlines. Fig. 10 represents a cylinder of square form with the two heads removed, and shows the piston-rod ring in section, the packing-followers of the piston in elevation, and the side plate ofthe cylinder bolted thereto; also central hub to carry the cylinder. Fig. 11 is a sectional side elevation of my engine adapted to operate with the ordinary steamcylinder, slide-valve, guides, and side connecting-rods to the crank-wheel in accordance with the object of my invention. Fig. 12 is a sectional side elevation of a direction stop for giving direction to the revolution of the engine, being a roller-stop action provided with an inclined plane to resist going in a wrong direction. Fig. 13 is a part sectional side elevationof a direction stop in which a cog-andpinion action is used instead of a roller, as shown in Fig. 12. elevation of a direction-stop in which a tub ber roller is used. which is provided with a projection bolted into a stop-strap for giving direction to the revolution of the engine.

The construction of the steam or vapor conveyers of this engine enables me to use cylinder constructions which are adapted to use steam-gas, vapor of soda-ammonia, high or low pressure, compressed air, or bisulphate of carbon.

I do not confine myself to any class of vapor for operating this invention.

The nature of this invention is to impart ro tary motion to a shaft that is the supporting and driving shaft of the engine, and thisis done by asystem of cylinders that are arranged on the periphery or rim of a wheel or drum, Said cylinders are provided with reciprocating pistons. Vibrating or slide valves are regularly packed to prevent the escape of steam, and the direction of the revolution of the engine either backward or forward is controlled by a system of stop and slip actions; also, the power of the engine is imparted to the shaft of the engine by a second system of stop and slip actions. The action of the piston of the engine is well understood in the or- V dinary engine, and in myinvention the piston and the movement of the piston-rod ring move at the proper time the cylinder as well and its connections, so that the cylinder, piston, piston-rod-ring valves, and all the connections of the engine steam -regulators, together with the steam-conveyers,wi1l all join at the proper time in making the general revolution of the engine, the whole construction revolving on .the driving and supporting shaft, and only Fig. 14 is a sectional side prevented from going backward or in an undesired direction by the stop-action, which is connected to the foundation or bed-plate of the engine. The stop and slip and slip-action is used for the reverse action of my engine. In large engines both the cylinder as well as the crank-wheel will have a direction-stop action, preventing any motion of the mass of the cylinder construction in the wrong direction, and in the engine presented the situation of this double stop is shown in dotted lines in Fig. l; and, further, notwithstanding the reciprocating action of the piston design of this engine, the general revolution ofall the construction on the main driving and support-ing shaft is obtained.

In my engine a wheel, G with additional construction, performs the duty of the crank axle, and the hub of this wheel 9 rests upon the main driving-shaft G of the engine B between the cylinder E and fly-wheel K K. The flywvheel K K is keyed onto the main (lriving-shaft C, and a construction-a stop and slip action-is attached on the side of the crankwheel E and on the top of the wheel K K is the construction-thestop-and-slip action K-- which projects from the sideof the wheel E. This stop K is the means by which the power of the engine is applied to operate and drive the main driving and supporting shaft of the engine. The crank-wheel E also serves another purpose, that of carrying the directionstop strap E, that isthe construction that is used to give the direction for the revolution of the engine forward or backward.

The letter A is placed on the drawings at Fig. 1 and indicates the side of the engine that Fig. 3 represents. The engine B is mounted on journals B B", suitably supported either by a bed-plate or hung by hangers from the floor above, and has a main driving and supporting shaft, C, provided with the fixed collar 0 near the middle thereof. This collar G is for the purpose of holding the drum D and D in position on the shaft 0, and. to prevent the drums sliding on the shaft wearing-washes d d are interposed between the collar 0' and the drums D and D. This construction permits the drums D and D to revolve freely on the shaft 0; but they are pre vented from moving along the shaft by sliding. On the drum D is a counter-drum, Di, facing inward, and this counter-drum is the rest and guide for the central sleeve, F, of the pistonrod-ringconstructionsG. Boltedtothedrums D and D is the cylinder E of the engine. This cylinder E is in the form ofa segment of a circle one way and square, with rounding corners, in the opposite direction or cross-sec tion. (See Fig. 10.) The cylinder isinclosed by five pieces.to wit, four divided pieces forming the two heads on either end, of similar construction, provided with stuffing-boxes divided through the middle, and a side piece, ee, closes the side, making five pieces. The heads of the cylinder e e are divided parallel with the side plate of the cylinder, cutting through IIC the center of the stufli ng box, and the followers a e for the packing of the stuffing-box are also divided in the opposite direction to the cylinder-heads e 6 This construction permits packing the stutfingboxes and the removal of the cylinder-heads notwithstanding the piston-rod ring G is a flat ring in form. WVhen the cylinder-heads are removed from the cylinder, the piston of the piston rod ring can be packed. The cylinder E can be cast with a boss in lieu of the drums D and D, as is shown in Fig. 10.

At either end ofthe cylinder E and in both of the two pieces that form the cylinder-headsthat is to say, the halves nearest to the side plate, 6 e, of the cylinderthere are provided openings to attar-h the steam-pipes to allow the steam to enter for the use of the cylinder. This pipe c is attached to a valve, 6, that can have a slide or vibrating plug. It is understood that there are two of these valves e Forthe purpose of havingsteam or vapor rightup at the plug or slide valves 6 to be turned on into the cylinder, and by the action of the plug or slide valves return the steamexhaust through another channel side by side with the steam, there is provided a construction I term a conveyor, having channels to separate the induction from theeduction vapor. Valve 6 connects with the steam-conveyer H.

' They arefaced off and steaurfitted and the two is stationary and receives the steam in the channel It and passes it through the center ports, 7L, to the conveyer H, which has asiniilar channel and set of ports, and this channel delivers the steam at the plug or slide valve 6 The plug or slide valve is to alter the stream of steam from pressure to exhaust in the manipulation of the piston in the cylinder and return the exhaust through a channel and set of ports, h By this construction there is a perfectly free passage for the steam and exhaust between the two conveyers H and H and one stream of steam is inside of the other. The faces of these conveyers H and H are held together by a strap, h, which surrounds them and presses on a projection, h and h", on conveyers H and H, holding them together.

Fig. 6 shows that the openings for the channels for the induction and eduction of steam in the conveyer H are side by side, to carry out the system of having two steam -channels brought up to the plug or slide of valve 6 (Shown in Fig. 8.) In this conveyer H is an equivalent system to the conveyers Hand H, and is cast in one piece, channels and all, in-. stead of two pieces, as in the drumsH and H. By making the conveyer H in one piece together with the channels the valves e are bolted directly to the steam-carrier H. This construction H is to revolve with the cylinder construction of the engine and is upon the main shaft 0. This construction H is more fully shown in partsectional views on the drawings by Figs. 7, 8, and 9. The views show the means of supplying the steam for the induction and eduction, and I will describe the construction of the carrier H There isarounding and turned-up and finished drum, h and the main shaft 0 passes through the center of this drum at h, and the pipe It prevents the escape of steam through the opening for the main shaft 0. This pipe h is provided with division-walls 7)., extending up and connected to the drum h and this construction forms the channels it and If. having openings It, one into channel If and the other in the channel h but farther along the drum h are the means of communication with the channel It and h Enveloping these openings 71 and surrounding the drum h are placed two annular steamconveying rings, H and H. They are placed side by side of each other on the steanrconveyer H", and are provided with packing-rings h, to

prevent the escape of steam. There are the well-understood sloping faces h l'or the pack-- ing, together with the follower-rings h, and these rings are suitably tightened on the packing by bolts h. These bolts h are passed through sleeves, so as to prevent the escape of steam through the openings necessary for the bolts Miami thus is prevented all side escape of steam or vapor, and both annular steanrconveying rings H and H are alike.

Toillustrate the invention,the ind uction and ed notion of the steam are noted at letters h and h on annular steain-conveyi ng rings H mid H The annular steam-conveying rings H and H, with their attachments for packing. are stationary, while the steanrconveyer 1-1 with its drum h", revolves with the val ve e pipes e, and cylinder E on drums D and D. The steam enters the annular steam-conveyers H at h, passes through the openings It into the channel If, and is delivered to the plug or slide of valve 0 The continuation of these channels If and h up to the plug or slide of valve 6 is shown in dotted lines, and by the operation of the plug of the valve 6 the exhaust is returned along the channel [L8, passes out through the opening h to the annular steam -conveying ring H, and out at h to the atmosphere or otherwise. Construction H and ll or H' can be used with the segmental form of cylinder rest npon,and vibrate upon being supported by the counter-drunrD of the drum D. To the pistourod ring is bolted the connection G, and this takes hold of the crank-pin G" of the crank-wheel G and this crank-wheel G rests upon its hub g, and is free on main shaft 0. The crank-wheel (l carries the strap- IIO wheel G which is the direction mechanism of the engine Bthat is, the mechanism by which the direction for the revolution of the engine, either backward or forward, is governed and operated. This strap is provided with the ex tension G and rests upon the spring construction G, which rests oris attached to the foundation orbed-plate or support of the engine B. The construction of this direction-strap G is better shown in Fig. 12; and itis there shown that the stop and slipL is a roller and has the incline L L, which converges inward to the wheel G also, the additional rollers, L L are to carry the strap G*; and should the crankwheel G stop and attempt to go in the wrong direction, then the roller L will bejam med by the incline L L and against the wheel G and stop the wheel G by the strain of the roller L transmitting this jamming wrench to the extension G and from thence on tothc spring G to the foundation G of the engine, thus stopping the crank-wheel G from going in the wrong direction, and, upon the wheel G starting forward again, this spring will return the strain used in stopping wheel G, and the roller L will free itself when the crank-wheel G starts to revolve in the desired direction. The strap G rolls easily by roller L on the crank- Wheel G The stop-action shown in dotted line G G represents a stop-action for the cylinder construction of the engine 13, and is' of like construction to that hereinbefore described for the crank-wheel G the cylinder construction being provided with a wheelring to engage with a similar strap construction, G to act as stop and give direction for the revolution of the engine. This construction is only used for large engines of great power.

The equivalent stop-and slip action shown by Fig. 13 is as follows: The crank-wheel G is provided with teeth, and pinion-wheels intergear with G for a stop action. Small pinion-wheels g g are carried by a carrier, G G, sliding on the wheel G. This carrier G G is equivalent to the strap G,as heretofore described. To attach the pinion-wheels 9 g g to the carriers G G, there are provided two straps, 9 on either side of the carriers, with the bolt g that passes through the st raps g and pinion wheel 9", and carrier G G, holding the construction in the carrier G G. In the straps g are a pair of springs, g", which go up to the bearings that carry pinion wheel 9". The springs are for the purpose of allowing the pinion g to come back along the slot into gear with the pinion g and form a lock when the wheel G is to be stopped going backward, but will permit it to run free in the desired direction.

strapsg is attached to a lever for the purpose of a reverse action for the wheel The pin ion is held by a bracket, 9, coming down from the top of the carrier G G; but should the crank-wheel G go backward, then the pinion-wheel 9 will fall into gear with the pinion-wheel g and form a look upon the The extension g on the crank wheel G The carrier G G cannot go back, and is not allowed to move in an unde sired direction. The pinion-wheel g" runs on the wheel G and is attached by the bracket g to the carrier G G. The links 9 by the extension'g can draw over the wheels g g and cause a lock to be formed with the wheel 9 In Fig. 14 the rim of the crank-wheel G runs against an elastic roller, L, and this has the extension L and the cleat L which retains the roller-extension L so that when the crank wheel G shall attempt to go in the wrong direction, then the roller L squeezes on the case G G and against the wheel G forms a jam, and prevents backward mot-ion, as has been heretofore described.

The piston-rod ring G is provided with the piston G capable of being packed by packing, which is held in by followers g 9 and the piston rod ring G is of a flat section, as shown in Fig. 10. On the crank-wheel G", and at tached to it at the side thereof, is the roller stop-and-slip action K. This rides on the dywheel K K of the engine 13. The fly-wheel K K is keyed on the main shaft 0 of the engine B. This stop-and-slip action K is provided with recesses K and roller K and incline K, and is made to grasp the fly-wheel K K under the rim at K. When the crank-wheel G to which the carrier and stop-action K. is attached, shall revolve in the desired direction, the flywheel K K will be carried or revolved along with it; but should the fly-wheel K K move faster than the wheel G then the slip of the stop-action K will permit the wheel G" to go slower than the wheel K K, although both wheels may be going in the same direction. There can be two stops K on the fly-wheel K K. The cylinder E is counterbalanced; or two cylinders can be on one drum opposite to each other and counterbalance each other.

The operation of my invention is as follows: The steam is admitted through the steam-conveyers to the plug or slide of the valve e ,and the spokes g of the piston-rod ring operate the lever T, moving the plug or slide of valve e of the steam-conveyers, and the pressure of the steam on the piston and head of the cylinder causes the cylinder to revolve with all of its connections and move forward with velocity for its revolution. It is the weightiest part of the engine B. The crank-wheel G is free to revolve in one direction only, and the piston moves along the prolongation of the cylinder by the movement of the cylinder itself, and the spoke g of the piston-rod ring G, at or near the end of the stroke, moves the lever T, and reverses the steam and opens the back-exhaustand impinges the steam into the cylinder at the opposite side of the piston, causing the steam that is between the piston and cylinder-head to form a cushion for the inertial velocity thus attained by the cylinder, its counter-weights and connections causing it to impart and expend the full value of this inertial velocity and carry around and revolve the piston-rod ring, the crank- ITO wheel, and the carrier on the fly-wheel, the fiy-wheel,through the stop-action thereon, and the main driving-shaft of the engine, are all made to revolve in one direction, and this op eration repeats. In this movement of the piston-rod ring with the cylinder is the power of this engine. In this engine should the resistance to the movement of the main drivingshaft 0 be so great as to stop the same, the action of the piston-rod ring, together with the cylinder construction, would be to continue to make their reciprocating action. Thus arrested, the cylinder would stop and fly back and make one-third of a revolution backward. The stop on the crank-wheel will receive the full strain of stopping this movement ofthecylinder. Notwithstandingitwould be cushioned by the change of the steam from one end of the cylinder to the other, the stop would compress the spring. The steam, continuing to act, would restart thecylinder to revolve, again go forward and make it expend its force (its inertial velocity) in the right direction, and through its mechanical connections, that operate on the driving-shaft, move it forward and the machinery to be driven by this engine. Should the driving-shaft of the engine, however, not be relieved of the excessive strain, but practically hold the cylinder from turning the main shaft, the cylinder would again fly back, repeat, and come up again, attempting to hammer along or around the driving-shaft of the engine, throwing out very great inertial strains. It is to prevent a verylarge cylinder making the back action that the double stop G G is provided, as great weight being thrown backward would be dangerous.

I do not confine myself to any shape ofcylinder or flat or round form of piston or pistonrod ring, or system to act as back-stops and slide-actions. These constructions will form subject-matter for application for other Letters Patent.

The governor U regulates the velocity ofthe engine. The pipe S is for the exhaust of the engines.

\Vhat I claim as my invention, and desire to secure by Letters Patent of the United States, 1s-

1. An engine provided with a cylinder, piston, and valve'action supplied with steam for the induction and eduction thereof, all sup- ,ported on one main shaft, and construction to make it' revolve in a desired direction, substantially as and for the purposes set forth.

2. An engine provided with a revolving cylinder, piston, and valve, and operating-action, together with induction and eduction steam conveyer and construction to make it revolve any desired direction, all supported on one main shaft,.and a system of governingthe speed of the same, substantially as set forth.

3. An engine having one central line of motion provided with asegmental or straightline cylinder suspended from and by a'line-shaft provided with a piston of suitable construction, with operating steam induction and educ tion valves, and a means of supplying steam or vapor thereto, and for the operation ofthe revolution of the whole engine direction-stops, substantially as and for the purpose set forth.

4. A roller stop-action engaging with the operating-wheels and crank and connected piston devices retained and carried by the engine, all supported on one main shaft and elastically held by the foundation of the engine to insure the revolution of the engine for the purpose of giving direction to the revolution of a system of cylinders, substantially as and for the purposes set forth.

5. An engine provided with a pinion or an elastic stop-action to engage with the operat ing crank-wheel and piston devices or similar construction and held by the foundation of the engine to insure the revolution of the engine in one given direction, all having a common center of motion, substantially as and for the purpose set forth.

6. A drum steamconveyer provided with face-ports adapted to supply a stream of vapor in one direction, with a stream of vapor moving in an opposite direction, with one stream inside or at the side of the other, and mounted upon a centralshaft, substantially as and for the purposeset forth.

7. A cylindrical steam or vapor conveyer adapted to revolve and supply steam for the cylinder, and annular steam-conveying rings to operate on the revolving cylinder conveyer, substantially as and for the purpose set forth.

8. An engine with a revolving cylinder, a reciprocating piston rod orpiston-rod ring, and connectingcrank devices,all supported on one main shaft, provided with a stop-and-slip action to give direction for the revolution of the engine, substantially as and for the purpose set forth.

9. An engine with a revolving cylinder, a reciprocating piston-rod or piston-rod ring, and connecting-crank devices, all supported on one main shaft, provided with a stop-andslip action to give direction for the revolution of the cylinder,anda second stop-and-slip ac tion to impart the power of the engine to the driving-shaft, substantially as and for the purposes set forth.

In testimony whereof I affix my signature in presence of two witnesses.

BEN JAMIN G. POLE.

Vitnesses:

PARKER H. SWEET, Jr., EMMA M. GILLETT.

ICC 

